EP1350707B1 - Dispositif d'assistance de guidage latéral pour véhicules - Google Patents

Dispositif d'assistance de guidage latéral pour véhicules Download PDF

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Publication number
EP1350707B1
EP1350707B1 EP02027913A EP02027913A EP1350707B1 EP 1350707 B1 EP1350707 B1 EP 1350707B1 EP 02027913 A EP02027913 A EP 02027913A EP 02027913 A EP02027913 A EP 02027913A EP 1350707 B1 EP1350707 B1 EP 1350707B1
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EP
European Patent Office
Prior art keywords
driver
vehicle
action
steering
sensor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP02027913A
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German (de)
English (en)
Other versions
EP1350707A2 (fr
EP1350707A3 (fr
EP1350707B2 (fr
Inventor
Goetz Braeuchle
Martin Heinebrodt
Juergen Boecker
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1350707A2 publication Critical patent/EP1350707A2/fr
Publication of EP1350707A3 publication Critical patent/EP1350707A3/fr
Publication of EP1350707B1 publication Critical patent/EP1350707B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/08—Lane monitoring; Lane Keeping Systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/08—Lane monitoring; Lane Keeping Systems
    • B60T2201/087—Lane monitoring; Lane Keeping Systems using active steering actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering

Definitions

  • the invention relates to a device for transverse guidance assistance in motor vehicles, comprising a sensor device for detecting the actual position of the vehicle relative to the boundaries of the traveled lane and a control device based on a comparison of the actual position with a setpoint command for generating a driver at his steering actions supporting steering torque, according to claims 1.
  • LLS Lane Keeping Support
  • target / actual comparison then exists in a control signal for a steering actuator, which generates a corresponding steering torque.
  • the driver always has the option of applying an additional steering torque via the steering wheel in order to override the control function of the ADAS system.
  • a parallel travel control system which measures distances to a guide on the road or in the vicinity of the road and keeps the measured distances as constant as possible in order to keep the vehicle on the lane.
  • brake devices on the left or the right side of the vehicle are pressurized, so that the vehicle undergoes a rotation about the vehicle's vertical axis as a result of this brake control, as a result of which the future vehicle course can be corrected.
  • a vehicle control system which recognizes whether a driver wants to steer the vehicle himself or wants to leave the steering to the system. For this purpose, the transverse storage of the vehicle, the steering torque and the steering torque change is determined, and derived from whether the driver would like to steer himself. If two decisions indicate that the driver does not want to steer, the driver is warned and / or the control system is switched off.
  • the object of the invention is to provide a device for transverse guidance assistance, which offers increased driving safety and / or increased ride comfort.
  • an action sensor device for detecting a predefined class of actions of the driver and a switching device for changing the operating mode of the transverse guide device when a predefined class belonging action of the driver is detected.
  • the invention is based on the consideration that it is due to the superposition the actions of the driver with the control behavior of the transverse guide device may in some circumstances lead to a difficult-to-control and therefore potentially dangerous dynamic behavior of the vehicle. This is especially true in situations where the driver sees a sudden evasive maneuver, for example, because a close ahead on a secondary lane vehicle suddenly switches to its own lane.
  • the active engagement of the driver in the vehicle steering or possibly also in the brake system or drive system of the vehicle can then be inhibited by an opposite effect of the lateral guidance system, delayed or aggravated or lead to an excessive backlash or, in the case of the same direction effect, to overreaction, below Circumstances to the point where the vehicle gets out of control.
  • the action sensor device is vorgesen that detects such marked by a relatively high dynamics actions of the driver and reports to the switching device, which then changes the operating mode of the cross guide device, so that unwanted interference with the control system can be avoided.
  • the change of the operating mode is in the simplest case in that the transverse guide support is switched to a sleep mode or switched off completely. In this way, the driving safety can be considerably improved.
  • the invention is also suitable for improving the ride comfort in actions of the driver, which have a lower dynamic.
  • An application example is about the situation that the road used by the vehicle is partially adjusted by parked at the edge of the road vehicles, so that the driver is forced to drive heavily offset to the middle of the lane.
  • the lateral guidance system would tend to return the vehicle to the center of the lane so that the driver would have to constantly counter with the aid of the steering wheel. This would compromise comfort and, in the longer term, fatigue for the driver.
  • the change of the operating mode can also consist in this situation in an inactivation of the transverse guidance system, but possibly also in an adjustment of the setpoint for the transverse position.
  • the action sensor device preferably comprises a steering angle sensor, with which the driver's steering intervention on the steering gear, on the steering column or at another suitable location is detected.
  • One of the actions that lead to a change of the operating mode can then be defined by the fact that the steering angle caused by the driver and / or the first or second derivative thereof exceeds a respectively associated threshold value. Instead of the steering angle, optionally or additionally, the steering torque exerted by the driver can be detected.
  • Another of the predefined actions consists in the steering intervention of the driver, which leads to a deviating from the command of the controller steering behavior, persists over a certain period of time or that enforced by the steering intervention actual value for the transverse position of the vehicle over a longer period of the valid Setpoint deviates. In the latter case, the change of the operating mode expediently consists in an adaptation of the setpoint value to the actual value.
  • the action sensor device may also include a brake pedal or brake force sensor that detects violent driver braking or a sensor that signals the effectiveness of an ABS system of the vehicle.
  • a brake pedal or brake force sensor that detects violent driver braking or a sensor that signals the effectiveness of an ABS system of the vehicle.
  • an accelerator pedal sensor may be present, which causes an inactivation of the transverse guidance system in a sudden strong acceleration of the vehicle, for example in kick-down.
  • the action sensor device may also include an acceleration sensor, which responds to violent longitudinal or lateral accelerations of the vehicle.
  • an acceleration sensor which responds to violent longitudinal or lateral accelerations of the vehicle.
  • external influences can be detected, such as the unexpected impact of another vehicle from the side or from behind or an unexpected breaking out of the vehicle when driving over an obstacle lying on the roadway or one-sided black ice or the like.
  • a slip sensor belonging to the ABS system or to an electronic stability system of the vehicle may also be included in the device. By switching off the lateral guidance system in response to the signals of these sensors, it is then easier for the driver to stabilize the vehicle again.
  • the transverse guidance system is designed to detect objects in the secondary lanes and to determine the desired value for the transverse position of the vehicle or the ideal line of the vehicle as a function of the detected objects in such a way that a safety distance to the relevant objects is maintained, conflict situations can occur. in which the system is not able to automatically determine a suitable setpoint or a suitable ideal line. For example, if a vehicle traveling on a secondary lane suddenly switches to its own lane, it may not be possible to avoid this vehicle without leaving the limits of its own lane. In this case, there is a conflict of objectives, and in unfavorable cases, only the alternative remains, either to allow a collision with the other vehicle or to drive the own vehicle controlled against a guardrail. The decision in such conflict situations should be left to the driver, so that it is expedient in these cases to turn off the traverse control system and to issue only a warning signal.
  • the steering command issued by the control device should not be reduced abruptly, but steadily and with a limited rate of change to zero, so that driver irritation is avoided.
  • a motor vehicle 10 is shown schematically in plan view, the slightly offset to the track center 12 on a defined by borders 14 lane 16 a multi-lane roadway moves.
  • the longitudinal axis 18 of the motor vehicle 10 is shown in dash-dotted lines, and the lateral deviation between the longitudinal axis 18 and the track center 12 is denoted by ⁇ Y.
  • the motor vehicle 10 is equipped with an ADAS system comprising as subsystem a transverse guidance system comprising the following components shown in the form of a block diagram: a sensor device formed by a video camera 20 and an image processing unit 22, a presetting device 24 for presetting a target value ⁇ Y soll the transverse position of the motor vehicle 10, a control device 26 and a steering actuator 28 which is controlled by a command B of the control device 26 and engages the vehicle steering system to regulate the transverse position of the motor vehicle 10 to the desired value.
  • a transverse guidance system comprising the following components shown in the form of a block diagram: a sensor device formed by a video camera 20 and an image processing unit 22, a presetting device 24 for presetting a target value ⁇ Y soll the transverse position of the motor vehicle 10, a control device 26 and a steering actuator 28 which is controlled by a command B of the control device 26 and engages the vehicle steering system to regulate the transverse position of the motor vehicle 10 to the desired value.
  • the actual position of the vehicle in the direction transverse to the longitudinal axis 18 is detected in the example shown with the sensor device formed by the video camera 20 and the image processing unit 22.
  • the image processing unit 22 evaluates the video image recorded by the camera in order to detect the limits 14 and the position of the motor vehicle 10 relative to these limits.
  • This embodiment of the sensor device is only to be understood as an example and can be replaced, for example, by magnetic sensors which detect magnetic markings for the roadway boundaries.
  • the lane boundaries could also be marked by means of reflectors detected by a radar system of the vehicle.
  • the coordinates of the boundaries 14 are stored in the vehicle and the sensor means comprise a satellite-based positioning system, e.g. DGPS, with which the vehicle position is determined with high resolution.
  • the width of the track 16 as well as the position of the track center 12 can be determined from these data.
  • the sensor device is therefore in a position to the actual position of the motor vehicle 10 is expressed by an actual value for the lateral deviation is .DELTA.Y .DELTA.Y to transmit to the control device 26th
  • the controller 26 Based on a comparison of the actual value .DELTA.Y is with the setpoint .DELTA.Y soll , the controller 26 then forms the command B, which is transmitted to the steering actuator 28.
  • the target value ⁇ Y soll is also expressed as a lateral deviation from the track center 12.
  • the default device 24 includes a memory 30 in which the valid setpoint is stored.
  • This setpoint value can correspond, for example, to the track center 12 or deviate from it by a distance that can be set by the driver.
  • the driver of the motor vehicle 10 can override the function of the above-described transverse guidance system at any time by determining the steering angle of the front wheels of the vehicle via the steering wheel 32.
  • the torque that the driver must apply to the steering wheel is either reduced or increased by the steering torque generated by the steering actuator 28, depending on whether the command issued by the controller 26 and the driver's steering action are in the same direction or in opposite directions Act.
  • An action sensor device in the example shown comprises a steering angle sensor 34, a braking force sensor 36 and an accelerator pedal sensor 38.
  • the steering angle sensor 34 detects the actually set steering angle, which differs from the target steering angle specified by the command B in the case of a steering action of the driver.
  • the brake force sensor 36 provides a brake action signal when the pedal force exerted by the driver on the brake pedal exceeds a certain threshold.
  • the accelerator pedal sensor 38 provides a throttle action signal when the driver fully depresses the accelerator pedal (kick-down).
  • the signals of the action sensor device formed by the sensors 34, 36 and 38 are supplied to a switching device 40 and evaluated there. From the steering angle signal of the steering angle sensor 34, the first and the second time derivative are formed. Based on the steering angle signal and its derivatives decides the switching device 40, whether a steering action of the driver is present, in which a shutdown the controller 26 is required. This decision can be made approximately in such a way that the steering angle signal, its first derivative and its second derivative are each compared with a threshold value and that a shutdown command is issued to the control device 36 when at least one of these thresholds is exceeded.
  • the shutdown command may be issued even if all thresholds are exceeded, or a lower and upper threshold are set for each size, and the shutdown command is output if each size exceeds the lower threshold or if at least one size exceeds the upper threshold.
  • Another alternative is to multiply the steering angle and its first and second derivative by a weighting factor and then to compare the sum of the weighted quantities with a threshold value.
  • the decision procedure ensures that the control device 26 is switched off when the driver makes a very dynamic steering intervention via the steering wheel 32, as is typically the case in an evasive maneuver.
  • the signal of the brake force sensor 36 and the signal of the accelerator pedal sensor 38 also lead to the output of a shutdown command to the control device 26. Simultaneously with the shutdown command, a warning is issued to the driver. The driver can then activate the control device 26 by hand again.
  • the switching means 40 may also be arranged to automatically reactivate the controller 26 when no shutdown condition has occurred within a predetermined period of time.
  • the switching means 40 also compares the steering angle signal of the steering angle sensor 34 with the target steering angle specified by the command B. If the measured steering angle during a predetermined time period to deviate by more than a certain threshold value of the command B, the switching means 40 are adapted for the transverse position of the vehicle a command to the target device 24 from the data stored in the memory 30 setpoint .DELTA.Y target.
  • This adaptation consists in that the instantaneous actual value ⁇ Y actual is adopted as a new setpoint. Consequently, if the driver counteracts for a certain time to move offset to the specified by the target value ⁇ Y target lateral position, the controller 26 remains active, but it is ensured by adjusting the setpoint that the driver no longer needs to keep up. In a modified embodiment, however, under these conditions, the control device 26 can be completely switched off.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Claims (6)

  1. Dispositif d'assistance au guidage transversal pour véhicules automobiles (10), comprenant une installation de prédéfinition (24) pour prédéfinir une valeur de consigne (ΔYcons) pour la position transversale du véhicule, une installation de capteur (20, 22) pour détecter la position réelle (ΔYréel) du véhicule par rapport aux limites (14) de la voie suivie (16) et une installation de régulation (26) produisant, suite à une comparaison valeur de consigne/réelle, un ordre (B) de génération d'un couple de direction assistant le conducteur lors de ses actions sur la direction, ainsi qu'une installation de capteur d'actions (34, 36, 38) pour détecter une catégorie prédéfinie d'actions du conducteur et une installation de commutation (40) pour changer le mode de fonctionnement du dispositif d'assistance au guidage transversal lorsqu'une action du conducteur appartenant à la catégorie prédéfinie est détectée, la catégorie d'actions prédéfinies comprenant une action qui consiste en ce que le conducteur force, de manière continue et pendant un intervalle de temps déterminé, une déviation de la valeur réelle de la position transversale du véhicule par rapport à la valeur de consigne et, dans ce cas, l'installation de commutation (40) est configurée pour adapter la valeur de consigne à la valeur réelle actuelle,
    caractérisé en ce que
    la valeur de consigne peut s'écarter du centre de la voie (12) d'une certaine quantité qui peut être réglée par le conducteur.
  2. Dispositif selon la revendication 1,
    caractérisé en ce que
    l'installation de capteur d'actions comprend un capteur d'angle de direction (34) et/ ou un capteur de couple de direction.
  3. Dispositif selon la revendication 1 ou 2,
    caractérisé en ce que
    l'installation de capteur d'actions comprend un capteur de force de freinage (36) qui génère un signal lorsque l'actionnement d'une pédale de frein ou la force de freinage produite par le système de freinage du véhicule se trouve au-dessus d'un certain seuil.
  4. Dispositif selon l'une des revendications précédentes,
    caractérisé en ce que
    la catégorie d'actions prédéfinie comprend une action correspondant à une intervention violente du conducteur dans la direction qui est typique pour les manoeuvres d'évitement.
  5. Dispositif selon la revendication 4,
    caractérisé en ce que
    la catégorie d'actions prédéfinie comprend une action correspondant à une intervention violente du conducteur dans le système de freinage ou d'entraînement du véhicule.
  6. Dispositif selon la revendication 1, 4 ou 5,
    caractérisé en ce que
    l'installation de commutation (40) est configurée de manière à désactiver l'installation de régulation (26) lorsque l'action indiquée en revendication 4, 5 ou 6 est détectée.
EP02027913A 2002-04-03 2002-12-13 Dispositif d'assistance de guidage latéral pour véhicules Expired - Lifetime EP1350707B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10214612 2002-04-03
DE10214612A DE10214612A1 (de) 2002-04-03 2002-04-03 Vorrichtung zur Querführungsunterstützung bei Kraftfahrzeugen

Publications (4)

Publication Number Publication Date
EP1350707A2 EP1350707A2 (fr) 2003-10-08
EP1350707A3 EP1350707A3 (fr) 2004-05-26
EP1350707B1 true EP1350707B1 (fr) 2006-06-21
EP1350707B2 EP1350707B2 (fr) 2012-03-07

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ID=27816111

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Application Number Title Priority Date Filing Date
EP02027913A Expired - Lifetime EP1350707B2 (fr) 2002-04-03 2002-12-13 Dispositif d'assistance de guidage latéral pour véhicules

Country Status (3)

Country Link
EP (1) EP1350707B2 (fr)
JP (1) JP4188740B2 (fr)
DE (2) DE10214612A1 (fr)

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DE10325163B4 (de) * 2003-05-27 2010-11-04 Volkswagen Ag Sicherheitssystem in einem Kraftfahrzeug
US6988583B2 (en) * 2003-10-30 2006-01-24 Deere & Company Electrical steering system for manned or unmanned operation
DE102005025387A1 (de) * 2004-09-30 2006-05-04 Daimlerchrysler Ag Verfahren und Vorrichtung zur Fahrerwahrnung bzw. zum aktiven Eingreifen in die Fahrdynamik, falls ein Verlassen der Fahrspur droht
DE102005052029A1 (de) * 2005-10-31 2007-05-03 Robert Bosch Gmbh Vorrichtung zur Steuerung und Warnung insbesondere für ein Spurhaltesystem
DE102006057842A1 (de) * 2006-12-08 2008-06-12 Daimler Ag Verfahren zur Unterstützung des Fahrers eines Fahrzeugs bei der Querführung des Fahrzeugs und Fahrerassistenzsystem zur Durchführung des Verfahrens
DE102007052258B4 (de) * 2006-12-21 2020-06-04 Bayerische Motoren Werke Aktiengesellschaft Intuitives Querführungs-Assistenzsystem
JP4941059B2 (ja) * 2007-04-02 2012-05-30 株式会社豊田中央研究所 運転支援装置
GB2448470B (en) 2007-04-20 2012-04-04 Ultra Global Ltd Vehicle guidance system
ATE495081T1 (de) * 2008-04-02 2011-01-15 Gm Global Tech Operations Inc Adaptive lenksteuerung für ein kraftfahrzeug
DE102008002669B4 (de) * 2008-06-26 2011-05-05 Robert Bosch Gmbh Vorrichtung und Verfahren zum Betrieb eines Lane Keeping Support Systems mit Fahrereingriff
DE102010009659A1 (de) 2010-02-27 2011-09-01 Gm Global Technology Operations Llc , ( N. D. Ges. D. Staates Delaware ) Kraftfahrzeug mit einer Bilderfassungseinrichtung, einer Bildverarbeitungseinheit und einem Fahrassistenzsystem
GB201120115D0 (en) * 2011-11-22 2012-01-04 Jaguar Cars Determination of road classification
DE102011089605A1 (de) * 2011-12-22 2013-06-27 Zf Friedrichshafen Ag Vorrichtung mit Messeinrichtung zum Messen von Kräften und/ oder Belastungen
DE102019206883B4 (de) 2019-05-13 2023-10-26 Volkswagen Aktiengesellschaft Beenden einer Bankettfahrt eines Kraftfahrzeugs
DE102019206882B4 (de) 2019-05-13 2024-09-26 Volkswagen Aktiengesellschaft Unterstützung des Beendens einer Bankettfahrt eines Kraftfahrzeugs

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DE19632929C1 (de) 1996-08-16 1997-11-27 Daimler Benz Ag Vorrichtung zur selbsttätigen Fahrzeugquerführung längs einer Fahrspur
US6198992B1 (en) 1997-10-10 2001-03-06 Trimble Navigation Limited Override for guidance control system
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Also Published As

Publication number Publication date
JP2004001715A (ja) 2004-01-08
EP1350707A2 (fr) 2003-10-08
DE10214612A1 (de) 2003-10-16
EP1350707A3 (fr) 2004-05-26
DE50207287D1 (de) 2006-08-03
EP1350707B2 (fr) 2012-03-07
JP4188740B2 (ja) 2008-11-26

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